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6 Sheets-Sheet 2. F. HIRSGH,

GAS ENGINE.

(No Model.)

No. 530,523. PatentedDec. 1"1, 1894.

(No Model.) 6 Sheets-Sheet 4.

P. HIRSCH.

GASENGINB. No. 530,523. y Patented Deo. 11, 1894.

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I'. HIRSCH. GAS ENGINE..

Patented Deo..11, 1894.'. Y

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P. HIRSGH. GAS ENGINE.

No. 530,523. l Patented im. 11', 1894.

Wmwx mww" genius PETERS co., pHoro-91H01; wAsHmaToN, u. qA

UNITED STATESl PATENT FFICE.

FEODOR HIRSCH, OF STEINWAY, NEW YORK.

caAs-ENclpkiiia,` i

SPECIFICATION forming part of Letters Patent No. 530,523, dated December 11,L`894.

way, in the oonnty of* Queens and State otE New York,have invented certain new an'd usefull Improvements in`r Gas-Engines, ofwhich the following is a description sufficient to enable others skilled in the art to which the in ventipn appertains to make and use the same.

My" invention is an iriprovemeiit upon the form of-gas'eng,in` set forth in my Patent No. 522,7r 12, issued July 1Q, 1894, in which the pistons, connecting rods, rockshafts, pit# men, and cranks, are anrange'd in a central plafeof actien, coinciding with that of. the longitudiiial axis of the power cylinder. In saidiprior patent atrlipldwristed arrange- `mentof cranks'is resorted t9, o'ne of the pitmeii is bifurcated, and;.the cranks webs are counter-weighted to balance the extra weight of the bifurciated pitmen". This renders the pazrts heavier than is desirable in small en-` gines, especially these designed to be port-` able. My present invention consists in the special construction and arrangement of parts herein described and claierned, whereby Lobviate the above statedobjection, and at the sariie'tiine simplifyand cheapen the construction of thfe engine as a whole. Thus I am enabled'to dispense with one wristpin^a`nd web, `with `the bi'- furcation oi:',\ne` pitiiian, and the counterweighting of the webs` to compensate thereforf lightening the engiiie and attaining a mora perfect balance ef parts and admitting of a higher`speed with a giyen power, as well as simplifying and` cheapening the colistrnctien without impairing the advantages attained by the useef` opposed cylinders, pistons, 856., arranged in substantially the same plane oft' action. In the present case what may be designated as this comgmon plane of actionl is coincident with the central plane of the comparatively thin web which connects the utwe cranks, wrist-pins, and the power cylinders arepractically one and continuous; but there fare im'portant` advantages in constructing the cylinders separately, and ink joining thein by a tru`nk or section. The diffi- Quintana .cest d; boring the umg singlecyim- Application ild Nlarch 8, 18,94. Serial No. 502,815. (No model.)

` drical interior surface areavoidedthe parts vare interchangeab e and` easily separated or replacedgand the central section or trunk portion also aods ccnvenierit means Epiarranging and constructing the inlet mand discharge valves and passages in asimple and effective manner.

` In the accompanying drawings Figurel, is

a` front elevation of my improved engine; Fig. 2, a plan thereof; Fig. Spa rear elevation; Fig, 4, a view,of the under side of the' engine; Fig. 5, an end elevation; Fig. 5i, a Sectional elevation en plane of linenc, Fig. l1; Fig. 7,

a vertical longitudinal section taken upon plane of line y, y, F-ig. 2; Fig. 8, alseetional view upon plane ef lineye', z, Fig. l. Fig.

9,'is an elevation of the engine with the` gears removed to show the means employed foi` operating the relief valye. Fig. l0, is a similar view of the rear of the engine with the fly, wheel and' pulley removed, showing ,the cam fpr operating the exhaust valve. Fig. 11,15 a sectio'n showing the inlet valve `and igniter; Fig. 12, ,a section showing the exhaust valve. Fig. 18is an enlarged View `of the relief valve mechanism. Fig. ,14,,is an' "enlarged View, partly in section and partly `"in elevation taken right angles .-toF,ig. 13, `and showing the connection of the governor with the relinef VaIVecam arm mechanism. Fig.1`5, is a View slfowing theJ relative timing of the relief valve cam, and the eiihaust cam. The frame-wor A, consists of two vertical members, upon and between which the other I rackets a, a, supportlthe cylinders B, which are formed with tlie parts are mounted.

standards b, the flanges 'of which JJ', are secured to the brackets a. The inner ends Aof the cylinders B; are secured tothe 'central section or trunk `C, the inner ends of the cylindrical chambers opening intetherec'tangir larcentral chamber c. Thelon itudinal'axes oi the cylinders B, do not coincide, the difference being equal to that between the centers of the two pitmen c necteJ. with the crank, as will be seen by reference to Fig. 4. The'dieience in this alignment pf the cylinders is compensated for by the central chamber 0, in the trunk (l, which chamber c.,

is either inclined as shown in Fig; Eimer is,`reo

made of-sucient length and size to include both cylinderopenings. The cylinders` B, and the central trunk C, are provided with water jackets or chambers c', b2, communieating with each other and aording a circu lation of coliiig liquid in` the usual manner. Each cylinder B, isprovided` with atrunk piston l), which is directly connected in each case by a swinging pist'on rod d,"to the upper end of 1a rck lever E, pivotally supported in. bearings a', at the ends of the frame A. lhe lower ends of the rock-levers E, are connected with the crank wrists g, of the duplex crank Gr, by pitmen E. The duplex crank G, interposed centrally in the shaft I-I, consists of the-two side webs Q', g', the wrists g, g, and; the central web gshwhich connects said wrist pins. It will be noticed that the two"'cranks., are divided or separated a distance apart equal only to this central web g5, so that the centers o'f the pitmen Fkrock-leyers E, piston rods d,'.pist9ns D, and cylinders l5, approximate each other. In fact as far as pradtical results are concerned they may be considered as situated and working in`the"sarne plane, the slight variation between the cylinders not affecting the resultsattained by my form of engine as setforth in'rny prior application hereinbefore referred to. i

The power shaft H, is provided with the usual pulley he and fly-wheel 7L', at one end, and at the other nfront end with' the pinion hzf Thisipinibn h3, meshes into a spur gear I, upon the front end of the cam sha1' t J, which extendsabove'and parallel tothe power-shaft H. The spur-wheel I, ishtwice the diameter `of-the pinion h2, sothat cam-shaft l, makes only one revolution to two of the power-shaft.

The gear I, is formed with the governor K, which controls the position of 'the reliefvalve cam' L. The governor K,cnsists of the weighted arms 7?:pivot'ed at it', to brackets upon the wheel yI, and of smaller Aarms l7c', which engage with recesses Z, in the hub of the cam L. Thus when the speed of the engine exceeds akprescribed number of revolutions, the cam L, is drawn forward toward the wheel I, thereby bringing the eccentric portion of the cam Z', under the cam bearing arm m. The cam bearing arm nais pivoted to a Astationary part of the machine m', and is formed with the arm 'm2, so that it coristituts practically a rocklever. The arm gn, is made of comparatively thin elastic Inaterial, so that' should it encounter the sido of the eccentric portion Zf, of the cam L, as the latter isldrawn under it, it will yield sufficiently to prevent injuryor` delay until the continued rotation of th'e cam L, allowszitto spring back into position, in line with the eccentric portion Z', which will then rock thelever nt, m2, upward. Seated in. the end of; the`arni m2, is a rod mi?, which is constantly pressed downward by the spring m4. The upper end of the rod m3, is connected to the crank arm m5, by which the valve N, is`

rocked upward by its eccentric portion Z', of the amL, theFrqd mf, is raised, thereby causing the crank m5 tol swing the valve N, forward away from the end of the air pipe n, which enters the gas and vapor supply pipe O, at this point. The supply pipe O, conveys (to the valve chamber l, asuitable adniixture of gas and air frpm a carburetor, mixer, or other available source-the air pipe fn, and the valye N, acting in an auxiliary capacity. It will thus be seen that when the speed of,the engine increases beyond a prescribed degree, air will be admitted to the vapor supply pipe,to,decrease the percentage of gas supplied to the engine. The supply pipe O, opens intothevalvechamber P, in the trunk section C. Below the puppet valve p, is a chamber Q, opening into the supply passage o, which ends in the port o. This chamber Q, contains th-e igniter q, which is represented as of the incandescent forni set forth in Patent No, 518,717, of April 2.4, 1894:, although -I donot confine myself to any special form of igniter, since any suitable orwell known device may be employed to effect the explosion of the gases.

At the rear end of the cam shaft J, is mounted the 'discharge cain R, by which the exhaust valve r, is raised at,- every second revolution of the power shaft H, permitting of theescape of the products of combustion through the port s, and discharge passage Sx.

to secure by Letters Patent, is A 1. In'` a gasengine the combination of two powercylinders axially out of line; a central trunk section having alchamber 'uniting the inner ends of,V said powercylinders and formed with a gas supply passage having an induction valve and an igniter, and with a" discharge passage containing an exhaust valve operated intermittently and positively b'y a, cam upon the cam shaft of the engine; trunk pistons in said power cylinders; two piston rods connecting said ltrunk pistpns to rocking levers; said rocking levers; twol pitnen connecting said' rocking levers to radially opposed cranks upon a commen power shaft; said power` shaft formed with radially opposed cranks united bya single intermediate web; and a cam shaft for controlling the operation of the engine, geared to and rotated by the power shaft, substantially in the manner and for the purpose described.

v2. In a gas engine the combination of two power cylinders axially out of line; a central trunk section having ,a chamber uniting the inner ends of said power cylinders and formed with agasp supply passage having an induction valve and an ignitor, and with af dis- ,.charge passage containing an exhaust valve operated intermittently and positively by a, cam upon the cam shaft of theengine; trunk pistons in said power cylinders; two piston rods connecting said trunk pistons to rocking levers; saidr rocking levers; two pitmen opened or closed. When 'the lever m, m2, is

connecting said rocking levers to radially op- What I claim as 1ny`invention, and desire loo IIO

`posed. cranks upon Fa common power shaft; said power shaft formed with radially opposed cranks united by a;L single intermediate web; a cagn shaft foi` controlling the operation of the engine, geared to and rotated ,by the power shaft; an air valve. interposed in the gas supply conduit; and a governonon the cam shaft arranged to operate said aimi` valye, substantially in the manner ang. for

1o tige purpose described.`

i3. In aj gas engine tlie combination of an air value interposed in th e gas inlet passage,

mechanism for operating said air valvepro` vided with a laterally flexible cam lever, a laterally adjustable cam fpr engaging with said cani leverfand an automatic governorfor con` trolling tl'xe position of tlie said ca m with relation to the said cam lever, substantially in the manner and for the purpose described.

i FEoDeR HIRSGH.

Witnesses:

GEORGE WILLIAM MIATT, D. W. GARDNER. 

